Braking system



Nov. 10, 1953 J. B. PoLoMsKl, JR

BRAKI NG SYSTEM Filed Oct. '7, 1950 Sw wsw mm. .QN

m. Sq

WNW 5%.

NN MN.

, Nh. bm,

Patented Nov. 10, 1953 assai BRAKING SYSTEM John B. Polomski, Jr., Detroit, Mich., assignor to Borg-Warner Corporation, Chicago, Ill., a corporation of Illinois Application October 7, 1950, Serial No. 188,919

1 Claim.

My invention relates to brake systems and particularly to such systems for automotive vehicles.

Automotive Vehicles are quite usually equipped with transmissions comprising hydrodynamic coupling devices and particularly hydraulic torque converters, the speed and torque output of which is dependent on the speed and torque applied to the coupling device from the engine of the vehicle. A power train including such a hydrodynamic device may be maintained completed through the transmission for all forward driving, and, when it is desired to stop the vehicle, the vehicle brakes are simply applied, and the torque transmitted by the hydrodynamic coupling device with the engine running at idling speed is relatively quite small. It has been found, however, that this torque transmitted by the hydrodynamic device, with the engine idling, under some conditions, such as when the lubricated parts of the vehicle are warm and therefore move easily, is suflicient to cause the vehicle to move slowly when the vehicle brakes are released, so that it is necessary for the vehicle operator to keep the vehicle brakes applied.

It is an object of the present invention to provide an improved braking system which counteracts the torque transmitted by the hydrodynamic coupling at idling speeds of the vehicle engine and prevents such movement of the vehicle under this torque. More particularly it is an object of the present invention to provide a mechanism which will keep the vehicle brakes engaged even though the vehicle brake pedal is released, after the vehicle brakes have been previously engaged under the control of the vehicle operator, as long as the vehicle accelerator is in a closed throttle position and the vehicle is travelling below a certain low speed, and to this end it is an object to provide such a braking system under the control of both a governor mechanism driven in timed relationship with the output shaft of the transmission and also the vehicle accelerator.

The invention consists of the novel constructions, arrangements and devices to be hereinafter described and claimed for carrying out the above stated objects and such other objects as will apm pear from the following description of a preferred embodiment of the invention, illustrated in the accompanying drawing which shows diagrammatically the preferred embodiment of the invention in conjunction with an automotive engine and a transmission comprising a hydraulic torque converter.

Referring now to the drawing, the automotive drive system illustrated comprises an automotive vehicle driving engine Ill having a crank shaft Il which is the output shaft of the engine and having a carburetor i2 with a throttle lever iS. The engine is connected through a transmission indicated generally at Irl with driving road wheels I5, the connection between the transmission I4 and the wheels I5 being of any suitable and well known construction.

The transmission i4 comprises a drive shaft which is the engine crank shaft i I, a driven shaft I6, a hydraulic torque converter Il', a planetary gear set it and a brake I9. The hydraulic torque converter comprises a bladed impeller 2i?, a bladed runner 2l and a bladed stator 2E. The impeller 20 is connected with the drive shaft II to be driven thereby. The planetary gear set IS comprises a ring gear 23, a sun gear 2li, a plurality of planet gears 25 in mesh with the sun and ring gears and a planet gear carrier 2S. rEhe planet gear carrier 26 is connected with the driven shaft I6 of the transmission I4 which drives the road wheels I5 through any suitable connection, previously mentioned. The sun gear 24 constitutes a reaction member for the planetary gear set i8, and the brake I 9 is provided for braking the sun gear 24 to complete a power train through the transmission. The brake I9 comprises a brake band 2l adapted to engage a brake drum 2B connected with the sun gear 2d.

The brake I9 is hydraulically actuated by means of a hydraulic servomotor 29. A pump 30 driven by the drive shaft I I of the transmission is provided to draw uid from a sump 3E at the bottom of the transmission and supply it to a iiuid pressure conduit 32. A relief valve 33 is connected with the conduit 32 and comprises a piston 34 slidably disposed in a casing and acted on by a spring 36 so as to relieve fluid from the conduit 32 through a relief passage 3l and maintain the pressure in the conduit 32 at a predetermined maximum value. A valve comprising a piston 39 having lands it and il and a groove 42 therebetween is provided in a conduit 43 connecting the pressure conduit 32 and the servomotor 29. The valve piston 3% is arranged to be moved by means oi a manual control lever 4:3 through the medium of a lever i5 movable with the lever 44 and a link 46 connected between the lever 4'5 and the piston 39.

A power train is completed through the transmission by moving the valve piston Si) from a position blocking the conduit 43 into its illustrated position connecting the servomotor 29 with the regulated iiuid pressure conduit 32 through the groove 42 of the valve piston. The servomotor 29 is actuated by the uid under pressure in the conduit 32 to engage the brake band 21 on the drum 28 for braking the sun gear 24, and the power train is thus completed. The fluid pressure in the conduit 32 is supplied from the pump 38 driven by the drive shaft which is always rotating when the engine is in operation. The pump draws iluid from the transmission sump 3| and discharges it into the conduit 32, and it is maintained at a predetermined maximum in this conduit due to the action of the relief valve 33. The piston 34 in the relief valve moves downwardly as seen in the figure against the action of the spring 36 and meters fluid from the pump 30 through the discharge passage 31 allowing any excess fluid which would raise the fluid pressure in the conduit 32 above the predetermined desired maximum to be released through the discharge passage 31 back into the sump 3|.

The power train through the transmission is from the drive shaft through the torque converter |1, from its impeller 29 to its runner 2|, to the ring gear 23 of the gear set i8 and through the planet gears 25 and planet gear carrier 25 to the driven shaft I6, and the drive proceeds from thence to the road wheels I5 of the vehicle. The planet gear carrier 26 is driven at reduced speed and increased torque with respect to the speed and torque of the ring gear 23 due to the action of the planet gear set |8, and the sun gear 24 is held stationary by the brake i9 which is engaged by its servomotor 29 so that the sun gear 24 functions as the reaction element of the gear set. It is contemplated that this power train shall remain completed even when the vehicle is at a stop by means of the vehicle brakes and with the vehicle engine idling. The hydraulic torque converter l1 has its impeller 29 rotated at the idling speed of the vehicle engine, and it therefore transmits a minimum of torque to the runner 2| and through the planet gear set i8 to the driven shaft I6 and the road wheels I5. Under some conditions, this minimum torque is sumcient for causing the vehicle to move ahead slowly when the vehicle brakes are subsequently released, and in order to prevent such movement of the vehicle which is undesired when the vehicle is stopped at a traiiic signal, for example, I have provided my improved braking system which will now be described.

The vehicle is provided with the usual wheel brakes, the brakes for each of the rear road wheels l5 comprising brake shoes 41 and 48 and a fluid pressure actuated motor 49 for applying the brake shoes to a brake drum 59. The brake for each of the front road wheels 5| of the vehicle is similar to the brakes for the rear wheels and comprises brake shoes 52 and 53 and a fluid pressure actuable motor 54 for engaging the brake shoes with a drum 55. A conduit 56 is connected with the motor 49 for each of the rear brakes and a conduit 51 is connected with each of the motors 54 for the front brakes, and a common conduit 58 is connected with the conduits 56 and 51 for applying fluid pressure to all of the latter conduits.

A master cylinder 59 comprising a piston 60 is provided for supplying fluid under pressure to an outlet conduit 6| when the brake pedal 62 of the vehicle is depressed. The brake pedal 62 is connected with the piston 69 by means of a push rod 63. In usual installations, the conduits 5| and 5S are directly connected together so that fluid pressure is supplied from the master cylinder 59 to each of the brake motors 49 and 54 for applying the brakes when the pedal 62 is depressed. In accordance with the principles of the present invention I have inserted a valve mechanism 94 between the conduits 6| and 58 which is controlled both in accordance with the position of the accelerator 65 of the vehicle and also in accordance with the speed of the vehicle, so that when the accelerator is in a closed throttle position and the speed of the vehicle is below some relatively low value, for example 5 M. P. H., the brake motors 49 and 54 are kept energized, after having been previously energized by movement of the brake pedal 62, regardless of the fact that the brake pedal 62 is released by the Vehicle operator, and any torque transmitted by the torque converter |1 to the driven shaft |6 and the rear road wheels |5 of the vehicle, with the engine i6 operating at idling speed, is ineffective to move the vehicle due to the action of the engaged vehicle brakes.

The valve mechanism 84 comprises a casing 66 having an inlet port 61 and an outlet port 68. The inlet port 61 is connected with the conduit 6| from the master cylinder 59, and the outlet port 68 is connected with the conduit 58 leading to the brake motors 49 and 54. A cage 99 is movably disposed in the casing 66 and comprises end plates 10 and 1| connected by means of spaced rods 12. The plate 'H is provided With an aperture 13 therethrough, and an annular rubber grommet 14 as positioned in the aperture 13 in the plate 1| and has a central opening 15 therethrough. The rubber grommet 14 is adapted to seat within the upper end of the port 51 so as to seal the port. A steel ball 16 is slidably disposed within the cage 69 between the rods 12, and the ball is adapted to seat on top of the rubber grommet 14 for sealing the opening 15 through the grommet.

A shaft 11 is swingably disposed within the casing 65 and has a flatted side portion 18. The shaft 11 is connected with a lever 19 located on the exterior of the casing 66 and is adapted to be swung by means of the lever so that an end of the iiatted side 18 contacts the plate 10 of the cage 69 and moves the cage upwardly so as to disengage the grommet 14 with the sides of the port 61. A spring is provided between the plate 10 of the cage 69 and the adjacent upper end of the casing 65 for yieldably holding the cage 59 in its illustrated position with the rubber grommet 14 sealing the port 61.

A uid pressure actuated motor 8| is provided for moving the lever 19, and the motor comprises a piston 62 slidably disposed in a hollow casing S3 and connected by means of a rod 64 with the lever 19. A spring is disposed between the piston 82 and an end of the casing 33 for moving the piston 82 in one direction, and the casing 83 is provided with a port 86 for supplying fluid pressure within the casing for moving the piston in the opposite direction. A conduit 81 is connected with the port 86 for supplying fluid pressure to the port as will hereinafter be described.

A valve 88 is connected with the conduit 81 and is connected with still another conduit 89. The valve 83 comprises a rotatable valve core 96 disposed in a casing 9|. The casing 9| is provided with ports 92 and 93 respectively connected with the conduits 89 and 81 and a bleed port 94 for freely discharging fluid therethrough, preferably to the sump 3|. The valve core 90 is provided with a fiat side 95 for connecting the ports 92 and 9% or the ports S3 and 94, depending on the rotative position of the core 9i). The valve core si! is adapted to be rotated by means of a lever 95 connected by means of a link 9i with the vehicle accelerator The accelerator 65 is connected by any ordinary linkage, such as a rod $38 with the throttle lever i3 of the engine carburetor i2.

The conduit S9 is connected with a speed controlled valve 99 which is also connected with the conduit 32. rfhe valve S9 comprises a valve piston Idil slidably disposed in a valve casing lill. The casing lill is provided with ports m2, 193 and fil. rlhe ports m2 and its are respectively connected with the conduits t9 and 32, and the port lut is a bleed port adapted to freely discharge fluid therethrough, preferably into the sump 3l. The valve piston it is provided with lands H55 and lii and a groove lill between the lands.

A governor its is provided for actuating the valve 39 and comprises centrifugal force responsive balls 69 linked to end members H5 and lll. The member lll is connected to the piston |53 so that the member lll transmits any longitudinal movement given it by the centrifugally operated balls its to the valve piston H35 to give it a similar movement, the end member Il!! being axially stationary. The governor IGS is rotated from the transmission driven shaft l5 by means of a shaft ill, with respect to which the end member lit is fixed, and gearing H3 comprising a gear lili fixed on the shaft M2 and a gear H5 fixed on the transmission driven shaft I6 and in mesh with the gear i lil.

In operation of the braking system, assuming that the speed of the vehicle is below a predetermined low value, such as, for example, 5 miles per hour, the valve piston it of the governor valve 99 is in its illustrated position connecting the ports EEZ and it by means of the groove I'l in the valve piston. Assuming also that the vehicle accelerator 55 is in its illustrated closed throttle position, the valve core 90 is in its illustrated position. Fluid pressure is thus supplied from the front pump 39, through the conduit 32,

the valve 99, the conduit 85, the valve 8S past the.

flat side 55 of the valve core 9e and the conduit El to the fluid pressure actuated motor 8l. The piston 32 of the motor is thus held by fluid pressure against the action of the spring 85 in its illustrated position and holds the lever 'I9 in its illustrated position in which the shaft 7l is turned with its flat side 'i3 substantially horizontal as shown. In this position of the shaft l?, it is out of contact with the upper plate lo of the cage 59 in the valve mechanism @il so that the rubber grommet 'it is in its illustrated position closing the port lil, and the ball 'i6 rests on top of the grommet as illustrated. When the brake pedal 52 is then operated to move the piston 5t in the master cylinder 59 so as to apply fluid pressure within the conduit 6i, the fluid pressure in this conduit flows through the ports Gl and l5 and raises the ball 'l5 off the upper end of the grommet opening 'i5 so that fluid passes into the hollow casing 55. Fluid under pressure passes from the casing 65 through its port 63 and through the con-duits 55, 5l, and 55 to the apply cylinders iiiand i9 for the front and rear `brakes of the vehicle, and the vehicle is thus braked under the vehicle operators control.

When the brake pedal 52 of the vehicle is released by the vehicle operator, as for example after he has brought the vehicle to a stop, the fluid pressure in the conduit GI is released; however, the valve mechanism B4 maintains the fluid pressure in the conduits 58, 51 and 55 and in the brake actuating motors 49 and 54 without substantial decrease so that the vehicle brakes remain applied, and any torque transmitted through the hydraulic torque converter I1 with the engine lil at idling speed is not effective to cause any movement of the vehicle. The iluid pressure in the conduits 58, 5l and 55 and in the brake motors lig and 54 is impressed on the upper side of the ball 'i6 so as to maintain it in its illustrated position closing the central passage 15 in the grommet lil, and the fluid under pressure in the conduits 58, 5l and 56 and in the motors 49 and 5ft cannot return to the master cylinder 59. This condition obtains as long as the vehicle accelerator 65 is allowed to remain in its closed throttle released position in Which it is illustrated and in which position it maintains the valve core t@ in its illustrated position connecting the ports 92 and 93 by means of its flat side 95.

When the accelerator 55 is substantially moved from its closed throttle position toward its open throttle position so as to move the throttle lever i3 of the engine carburetor l2 in a carburetor opening direction through the action of the rod 9E, the vehicle brakes are automatically released through the action of the valve 38, and the increased speed of the engine it with this opening of the carburetor i2 causes more torque to be transmitted through the hydraulic torque converter il and the planetary gear set IB so that the vehicle begins to move forwardly. This throttle opening movement of the accelerator 65 through the intermediaries of the link 9i and lever 9s causes rotation of the valve core 90 clockwise so that the valve core 9i! closes the port 52 and connects the port 93 with the port 9s. The fluid under pressure existing in the motor 8l is thus drained through the conduit 8l, the port 93 and port Sil to allow the spring S5 to move the piston 52 to the right as seen in the ligure. This movement of the piston 82 causes corresponding movement of the rod 84 and corresponding rotation of the lever 'I9 and shaft 'ill in the clockwise direction so as to engage an edge of the flat side i8 of the shaft Il with the upper plate 215i of the cage SS and move the cage 59 upwardly and the-grommet lli xed in the lower plate 'il of the cage oil" of the port 6l. The port 5'! is then in communication with the port 53 in the valve casing s55, and iluid under pressure within the conduits 58, 51 and 55 and in the brake motors llt' and 5s freely discharges through the ports 6l and 58 and through the conduit 6l back to the master cylinder 553, so that the brakes of the vehicle disengage. The vehicle then travels forwardly without any braking action by the front and rear wheel brakes.

Fluid pressure is available in the conduit B5 for providing this braking effect, subsequent to a manual application of the wheel brakes by means of the brake pedal t2, whenever the speed of the vehicle is below the critical speed of the governor m8 at which time the groove lill of the valve piston ills connects the conduits 32 and 39. Above this critical speed` of the governor i533, the governor valve 99 blocks the conduit 32 with respect to the conduit 89 so that no fluid pressure exists in the latter conduit, and, even though the vehicle accelerator B5 is released just prior to an application of the vehicle brakes by means of the brake pedal 52,

the ball le and grommet 'I4 in the valveV 66 do not continue the application of the wheel brakes after release of the brake pedal 62. In this case, with no uid under pressure from the conduit. 89 applied to the piston 82, the spring -85 is eifective to hold the lever 'I9V and shaftV rotated in the clockwise direction by means of the link 84, so that an edge of the Hat '18 on the shaft Il bears against the upper plate 10 of the cage 69 and holds the cage 69 and the ball 16 therein elevated with the grommet M being separated from the upper end of the port 61 whereby there is free communication between the ports 61 and 68 for both directions of uid flow. The governor |98 is driven through the gears IIE and I4 from the driven shaft I6 of the transmission, and the governor balls |09 are rotated through this connection with the driven shaft The centrifugal force on the balls |09 tends to move them outwardly and move the member and valve piston upwardly as seen in the drawing so that the land E85 blocks the port |93 of the conduit 32, and the ports |04 and |92 are connected by means of the groove |91 when the speed of the driven shaft IE of the transmission is above the value corresponding to the predetermined low vehicle speed. Any uid within the conduit 39 is thus vented through the bleed port |04 of the governor valve 99. Thus there is no fluid pressure available in the conduit 89 for application to the hydraulic motor 8| for the valve Se when the accelerator 55 is moved into its closed throttle position. However, when the speed of the vehicle drops below this predetermined Vehicle speed, the governor lalikewise decreases in speed and the balls |99 move inwardly and move the member of the governor 398 and the valve piston |00 of the valve 99 downwardly as seen in the igure so as to connect the ports |03 and |92 by means of a groove |97, substantially as illustrated. Fluid pressure is then again present in the conduit 89 so that when the accelerator 65 is in its closed throttle position, the fluid pressure is applied again to the piston 02 past the flat side 95 of the valve core 99 of the accelerator valve 88, and the grommet 14 is again seated on the upper end of the port S7 of the valve casing 65. Assuming that the accelerator has been released in this manner just prior to an application of the vehicle brakes by means of the brake pedal 62, the brakes are maintained engaged until the accelerator G is again moved toward its open throttle position, as has been previously explained.

My improved brake control mechanism advantageously prevents a disapplication of the vehicle brakes after they have once been applied by the vehicle operator so as to prevent movement of the vehicle due to the torque transmitted through the hydraulic torque converter in the transmission under idling speeds of the vehicle engine. This continuation of braking effect is under the control of the vehicle accelerator so that it is immediately discontinued when the vehicle operator moves the vehicle accelerator toward an open throttle position for the purpose of starting the vehicle. This continuation of braking effect by my improved controls furthermore advantageeously is under governor control so that the mechanism is not operative to continue application of the vehicle brakes above a predetermined low speed of the vehicle, and the mechanism is only operative when the vehicle is brought to a substantial stop at which time the vehicle operator desires that the vehicle shall be and remain completely stopped.

I wish it to be understood that my invention is not to be limited to the specific constructions and arrangements shown and described, except only in so far as the claim may be so limited, as it will be understood to those skilled in the art that changes may be made without departing from the principles of the invention.

I claim:

In an automotive vehicle, the combination of a vehicle driving motor, an accelerator for the motor, vehicle road wheels, means drivingly connecting certain of said road wheels and said motor and including a hydrodynamic coupling device which transmits an appreciable vehicle driving torque to said last-named road wheels at engine idling speeds, brakes for certain of said road wheels of the vehicle, a iluid pressure operated motor for engaging each of said brakes, a master cylinder hydraulically connected with said brake motors and including a manually actuated operator for producing a fluid pressure from said master cylinder effective on said brake motors for engaging the brakes, a centrifugal governor responsive to. changes in speed of the vehicle, a check valve hydraulically connected between said master cylinder and said brake motors for freely allowing fluid' pressure to be impressed on said brake motorsv from said master cylinder and when energized maintaining fluid. pressure impressed on the brake motors originally produced by said master cylinder even though said master cylinder operator is deactuated, a hydraulic motor including a piston for energizing said check valve for rendering it effective when fluid pressure is applied to the piston and including a spring for deenergizing the check valve, a source of fluid pressure, and two valves connected in series with said check valve motor and with said source of fluid pressure, one of said valves being connected with said accelerator and the other valve being connected with said centrifugal governor whereby to connect said fluidv pressure source with said check valve motor for energizing the check valve when the accelerator is in a closed throttle position and the speed of the vehicle is below a pre-determined value.

JOHN B. POLOMSKI, Ja. 

